cummins technology for euro iv engines
DESCRIPTION
Cummins talks about the methods to control emissions for Euro iv &v enginesTRANSCRIPT
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Cummins Technology
Euro 4 & 5
Emissions Solutions
Dec 12th 2008Hong Hong
Jonathon WhiteChief Engineer – Engine BusinessCummins, East Asia
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AgendaAgendaAgendaAgenda
� Cummins Inc. – Overview
� HD Diesel Engine Emissions
� Clean Diesel Technologies
� Cummins Euro 4 and 5 Products
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AgendaAgendaAgendaAgenda
� Cummins Inc. – Overview
� HD Diesel Engine Emissions
� Clean Diesel Technologies
� Cummins Euro 4 and 5 Products
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Who We Are
� Largest independent diesel engine maker
� Diesel and alt fuel engines, gensets and related components
� Over 1,200 OEMs, powering more types of equipment in more markets than any other engine company
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Diversified Global Power Leader
Engines PowerGeneration
Components Distribution
Four Complementary Businesses
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Broad Engine Product Range
� A major expansion of the range since the late 1990s with twice the number of engine platforms.
� Diesel engine range from 1.4 to 78 litres� 15 platforms listed on chart – 8 of these added since late 90s: A Series, B3.3,
QSX15, QSK23, QST30, QSK45, QSK60 & QSK78� A further 3 new automotive platforms under development for release in 2009.
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Diversified Global Power Leader
Engine Applications
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Leading Technology
Technical Capability
� Unrivalled global resources with 19 Technical Centers in 8 countries
� 340 test cells in 35 locations, with 88 cells at the main technical facility Columbus, Indiana
� $329 million R&D investment during 2007
� Expertise with Analysis-Led Design
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AgendaAgendaAgendaAgenda
� Cummins Inc. – Overview
� HD Diesel Engine Emissions
� Clean Diesel Technologies
� Cummins Euro 4 and 5 Products
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On-Highway Emissions - 2011
EPA EPA EPA EPA ‘‘‘‘10101010
EURO IVEURO IVEURO IVEURO IV
EURO VEURO VEURO VEURO V
EPA EPA EPA EPA ’’’’04/04/04/04/
EuroEuroEuroEuro
EPA EPA EPA EPA ’’’’04/04/04/04/
EuroEuroEuroEuro
EPA EPA EPA EPA ’’’’04/04/04/04/
EuroEuroEuroEuro
EPA EPA EPA EPA ’’’’04/04/04/04/
EuroEuroEuroEuro
JE JE JE JE ‘‘‘‘09090909JE JE JE JE ‘‘‘‘09090909
EURO IIIEURO IIIEURO IIIEURO IIIEURO IIIEURO IIIEURO IIIEURO III
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Evolution of On-Highway
Standards EPA & Euro
PARTICULATE [g/HP-hr]
0.010.01 0.100.10
0.20.2
1.21.2
2.52.5
4.04.0
5.05.0
EPA 1994
EPA 1998
EPA 2004
NO
x
[g/H
P-h
r] [
g/K
w-h
r]
Euro 2
Euro 3
EPA 2010 (Euro 6 ?)
EPA 2007
Euro 5 2009 (Europe)
Euro 4 2006 (Europe)
0.02 0.10 0.15
2.0
3.5
5.0
7.0
PARTICULATE [g/Kw-hr]
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0.0 0.01 0.1
Euro III 2001
EU Stage IIIA 2006
3.7
2.6
1.5
.2-.4
Euro IV 2006
Euro V 2009 EU Stage IIIB 2011
EU Stage IV 2014
3.0
1.5
0.3
0.0 0.015 0.15
NO
x g
/hp
-hr
NO
x g
/hp
-hr
� Convergence of EU emissions
Emissions Alignment
tbd Euro VI 2014 proposed
Most stringent emission levels shown for >173 hp (129 kW)
Emission levels in grams per horsepower hour for comparison for EPA
PM g/hp-hr PM g/hp-hr
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g /
k W
. h
r
*
PM
scale
x10 *
1990
1992
1994
1996
1998
2000
2002
2004
2006
2008
2010
0
2
4
6
8
10
12
14
16
-43%-12%
-29%
-30%
-43%-56%-33%
-80%
-86%
NOx-95%
PM
18 years 13 years
Euro 1 Euro 2 Euro 3 Euro 4 Euro 5Euro 0
Emissions Reductions - Europe
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= =
= =
Euro 5Euro 4Euro 3Euro 2Euro 1
Equivalent Bus emissions
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OBD - On Board Diagnostics
� A detection system intended to alert the driver of component or system failures for the life of the vehicle or engine which can adversely affect emissions
� A continuous “emissions” test being conducted by the engine controller while the vehicle is being driven under normal in-use driving conditions.
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Engine Monitors – Emission Thresholds• Fuel system• EGR/air handling systems• Sensors & actuators, lamps, switches …
Aftertreatment Monitors – Emission Thresholds• SCR / Urea• DPF, DOC
Service InformationRequirements
• Service tools•3rd party
• Ease of repair
ECM• Monitors/algorithms• Fault recording
MIL Lamp
Vehicle System Monitors• Cooling system• Vehicle sensors, actuators, switches, malfunction-indicator lamp
On-Board Diagnostics
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AgendaAgendaAgendaAgenda
� Cummins Inc. – Overview
� HD Diesel Engine Emissions
� Clean Diesel Technologies
� Cummins Euro 4 and 5 Products
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Ultra-LowSulfur
Diesel(ULSD) Fuel
Ultra-LowSulfur
Diesel(ULSD) Fuel
EquipmentIntegration
EquipmentIntegration
EngineTechnology
EngineTechnology
AftertreatmentAftertreatment
� All four key elements needed to achieve Future Emissions
are interdependent
� Drives the need for an integrated systems solution
The Emissions Challenge
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Integrating Technologies for Clean Air
Air HandlingElectronic Control
and Monitoring
Fuel Systems
Exhaust Aftertreatment
CombustionTechnology
Air, Oil, Fuel, Urea and Water Filtration
Turbo
Technologies
Emission
Solutions
Fuel
Systems
Filtration
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Fuel Lube Coolant
Crankcase
Ventilation
Filters
Turbocharger
Systems
Air Intake
Systems
Engine Filtration Systems
Aftertreatment
Systems
Exhaust Systems
Integrated Sub-Systems
� Cummins in-house technology from air intake to exhaust
� Ensures a fully integrated, more effective emissions solution
High Pressure Fuel
Systems
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Integrated Control
�ENGINE + A/T + TRANSMISSION + VEHICLE
�Cummins electronic control modules enable higher capacity & faster processing speeds
� In-house design of core programs & algorithms
� Seamless electronic integration enhances operating reliability & faster diagnostics
� Highly robust ECM, wiring harness & sensor design
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Diffusion Flame Combustion Kinetics
0 500 1000 1500 2000 2500 3000
1
2
3
4
5
6
0
ElementalCarbon
PM
NOx
Sulfur Trioxide
Ign
itio
n Z
on
e
Hyd
rocarb
on
Ald
eh
yd
es
CO
Gas Temperature (K)
Equiv
ale
nce R
atio
PM Oxidation
Conventional Combustion
Advanced Combustion
Mix
ing
Lin
es
Later injection, EGR or more homogenous combustion
High injection pressure + better mixture for more homogenous combustion
350K, Fuel
950K, Air
825K, Pre mix
1600K, Rich burn
2700K, Diffusionflame
Rich Fuel/Air
Mix ΦΦΦΦ ~ 5
Rich Fuel/Air
Mix ΦΦΦΦ ~ 3
Rich Fuel/Air
Mix ΦΦΦΦ ~ 1
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Fuel Systems
High Pressure Common Rail
� Increasing pressure capability (1800 bar +)
�Provides more precise control of the combustion process. Multiple Injection Capability.
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Speed
Boost
Fixed Geometry Turbocharging
Wastegate Turbocharging
(4 Stage)
Variable GeometryTurbocharging
Pumping Losses
Increased Air/Fuel Ratio
� Cummins variable geometry turbocharger with patented sliding nozzle design
� Improves boost efficiency across all engine speeds/loads
� Proven technology. Integral component for EGR engines.
Cummins VGT
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Cummins CEGR
� Cooled Exhaust Gas Recirculation
enables very efficient NOx reduction
� Over 600,000 Cummins engines in-service with cooled EGR since 2002
� Cummins short-loop system brings EGR directly back to cylinder – avoids long route through turbo, CAC & DPF
EGR Cooler
EGR
Crossover EGR valve
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NOx Reduction - EGR
Recirculates the exhaust gas back into the cylinder reducing oxygen concentration. This lowers combustion temperature to reduce the formation of Oxides of Nitrogen (NOx)
Upgraded cooling package mitigates increased engine heat rejection
Control valve modulates the % EGR returned to cylinder
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Aftertreatment - DPF
Diesel Oxidation Catalyst(initiates passive regeneration)
Diesel Particulate Filter
Clean exhaust
DPF removes Particulate Matter
ECM controls engine & DPF
HPCR fuel injection (initiates active regeneration)
� Diesel particulate filter acts as a single integrated system with the engine
� Surface area of the filter is equal to that of two football fields – providing a huge holding capacity
� Efficient regeneration enables long service intervals before filter cleaning of residual ash
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Step to filtration activity:
porous layer made of sintered metal fiber fleece
Partial Filter (POC)
� Reduces PM about 50%
� Effective at removing unburned fuels and lube (soluble organic fraction) and some insolubles
� Compatible with higher level sulfur fuels (<500ppm)
� Maintenance free (if less than 500ppm sulfur
fuel used with well maintained engine)
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Aftertreatment - SCR
The urea-water solution (AdBlue in Europe) is a clear liquid, non-hazardous & non-flammable with a 12 month shelf life. Heaters are required to prevent urea freezing at 11ºF (-11ºF)
Urea Solution
Urea solution is injected ahead of the catalyst. This converts to ammonia in the exhaust stream above 392ºF (200ºC)
The ammonia reacts with Oxides of Nitrogen (NOx) over the SCR catalyst to form harmless nitrogen & water
Urea is injected at a ratio of typically 5% to diesel fuel use, depending on duty cycle. Urea tank sizes vary, but must be refilled to ensure emissions compliance
Selective Catalytic Reduction
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Post-SCR Oxidation Catalyst
(“AMOX”) – Euro IV to Euro V
� AMOX catalyst is most often ‘zone-coated’, meaning the SCR catalyst and AMOX catalyst share the same physical substrate
SCR Catalyst
T
NOX
NH3 Slip Cat
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Integrating Technologies
-Flow DistributionCFD Request No.:
CFD Engineer: Phone: Email:
Analysis completed on:
Device Nelson P/N: Rev.: A
Inlet/Outlet configuration: SIEO
Inlet Type:
Distance from substrate face: 0.5 in.
Exhaust flow rate (@ peak power): 1670 CFM
Exhaust temperature (@ peak power): 600 deg. F
INSERT CONTOUR PLOT OF INLET VELOCITY PROFILE HERE
INSERT CONTOUR PLOT OFOUTLET VELOCITY PROFILE HERE
CFD Analysis for Aftertreatment Devices
Perf. Tube
931-372-9819 [email protected] Sharp
00000
Analysis Results Data Sheet
29331A
velocity profile (ft/s) across inlet and outlet of substrate
Flow Distribution
Velocity at Inlet of Substrate (ft/s)
Velocity at Outlet of Substrate (ft/s)
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Integrating Technologies
-System Analysis Tools
DesignCalculations
Embedded
Dynamic System
2D CFD
1
Slower
Faster3D CFD
Execution Speed/Real Time
1000.10.010.0001 0.001
SimulinkBOOST
FIRE
FIRE
Fluent
More DetailLess Detail
MATLAB 7.0.lnkMatlab
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Integrating Technologies
- Structural Testing
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� Using either system requires a combustion recipe to optimize PM or NOx reduction
� May require both systems at Euro 6
Exhaust Aftertreatment
Exhaust Aftertreatment Options
Diesel particulate filter -or- Selective catalytic reduction
Optimized combustion
Exhaust gas recirculation Optimised Combustion
NOx control PM control
NOx controlPM control
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Technology Options
NOx g/kWh
9863210 1074 5
0.04
0.06
0.08
0.10
0.12
0.14
0.16
0.18
PM
g/k
Wh
0.02
0
Euro 5
Euro 3
Euro 2
DPF
EGR
SCR
PM-optim
ised
combustion
Euro 3 NOx -PM trade off
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Technology and Fuel
� Emissions reduction technologies are impacted by sulfur levels in fuel
– Conventional combustion accepts > 350 ppm
– EGR technology accepts < 350 ppm
– SCR technology capable < 500 ppm**
– PM DOC technology accepts < 500 ppm
– PM DPF technology capable < 30 ppm
** Cummins SCR solutions validated to >1500ppm
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AgendaAgendaAgendaAgenda
� Cummins Inc. – Overview
� HD Diesel Engine Emissions
� Clean Diesel Technologies
� Cummins Euro 4 and 5 Products
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Emissions Technologies
- Cummins in World Market
EPA 07/10 Pickup Truck
EPA 07 Truck & Bus
EPA 2010 Truck & Bus under development
Euro IV Truck & Bus 06
Euro V Truck & Bus 09
EPA Tier 2 > 751 hp
EPA Tier 3 / EU Stage IIIA
ApplicationIn-Cylinder
Only
Cooled EGR
NOxAdsorber SCR
PM Filter
EPA Tier 4 / EU Stage IIIB under development
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Highly
Sociable
Highly
SociableLow Initial
Cost
Low Initial
Cost
Smart Power
Smart Power
FuelEfficient
FuelEfficientLow
Maintenance
LowMaintenance
Reliableand
Durable
Reliableand
Durable
HighPerformance
HighPerformance
Market RequirementsMarket RequirementsMarket RequirementsMarket Requirements
---- Truck and BusTruck and BusTruck and BusTruck and Bus
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EGR EGR EGR EGR vsvsvsvs SCRSCRSCRSCR
� EGR Pro’s
� Self contained package
� No onboard reagent
EGR Con’s
� Increased engine cost
� Engineering challenges
� Worse fuel economy
� Power density limited
� Low sulphur fuel is required
� High heat rejection (+25% over Euro3)
� PM filtration
SCR Con’s
� AdBlue
– Packaging
– Infrastructure
– Cost of AdBlue
SCR Pro’s
� Power density
� Lower heat rejection
� Engine simplicity
� Fuel economy improvement
� Service interval improvement
EGREGREGREGR SCRSCRSCRSCR
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Why SCR not EGR for Euro 4 and Euro 5?
1. SCR provides the lowest operating cost solution.
2. SCR enables up to double the oil drain interval of Euro 3 engines. EGR products will struggle to maintain Euro 3 oil drains
3. Future Proof – Euro 4 and Euro 5 from one technology platform.
4. 10% differential in fuel economy between a Euro 4 EGR and SCR engine in favour of SCR.
5. Lower stress on the SCR engine due to lower operating temperature which will translate to improved durability
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Does SCR work in bus duty cycles?
�SCR is a temperature dependant process and dosing does not start until ~ 200˚C.
�PM traps are also temperature dependant. They require 350˚C periodically for regeneration.
�A significant portion of our Euro IV development program has focused on ensuring that the system works even on the most difficult duty cycles.
� ISBe4 was the first Euro IV power unit ‘qualified’ by TFL – Transport For London.
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Real world NOx ReductionsReal world NOx ReductionsReal world NOx ReductionsReal world NOx Reductions
40%
Eu
ro 4
Eu
ro 3
bu
s
g/k
m
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Euro IV Lowers Operating Costs
Midi bus
Full size
single deck Double Deck bus
Annual Mileage (miles) 50000 50000 50000
Operating hours per day 13.5 13.5 13.5
Average speed (mph) 8 8 8
Fuel consumption Euro 3 (mpg) 6.2 6 5.5
Fuel consumption Euro 4 (mpg) 6.7 6.5 6
Fuel price / litre ? .37 ? .37 ? .37
Oil price / litre ? .75 ? .75 ? .75AdBlue price / litre ? .32 ? .32 ? .32
TOTAL SAVINGS PER ANNUM
INCLUDING ADBLUE COSTS ? 44.94 ? 94.10 ? 07.26
RESULTS / ESTIMATED EURO 4 IMPACT
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ISF 2.8 ISF 3.8 ISB 4.5 ISB 6.7 ISL 9
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ISM 11 ISX 13 ISX 15
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Summary
� SCR has been proven as the “right technology” for Cummins customers in current Euro 4 and Euro 5 emissions equivalent markets.
� Over 50,000 Cummins powered Euro 4 SCR vehicles in operation.
– EU, China, Brazil
� Euro 4 vehicle fuel consumption shows 5-10% compared to previous Euro 3 vehicles.
� Further Euro 4 and 5 Cummins products will be released to the market by 2010.
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Thank You